Draft gear and car construction



April 24, 1934. 1 A, SHAFER 1,955,838

DRAFT GEAR AND CAR CONSTRUCTION Filed May 9, 1930 5 Sheets-Sheet l April24, 1934. J. A. SHAFER DRAFT GEAR AND CAR CONSTRUCTION Filed May 9, 19305 Sheets-Sheet 2 pril 24, 1934. 1 A, SHAFER 1,955,838

DRAFT GEAR AND CAR CONSTRUCTION Filed May 9, 195o 5 sheds-sheet 4 Il N SA l ,A @f

A N N N N N N ,v 7 \1 @$2 I I N MW April 24, 1934. J, A. sHAFER DRAFTGEAR AND CAR CONSTRUCTION Filed May 9, 1930 5 Sheets-Sheet 5 gnomi/Do@jatentecl Apr. 254', 1934 STATES DRAFT GEAR AND CAR CONSTRUCTION .lamesA. Shafer, East Cleveland, Ohio, assignor to National Malleable & SteelCastings Company, Cleveland, Ohio, a corporation of Ohio Application May9, 193i), Serial No. 451,958

f 2 Claims.

This invention relates generally to the construction of railway cars andparticularly to those employed in freight service. It is primarilydirected to improvements in the under-frame construction of such carsand to shock absorbing devices employed in conjunction with theunderframe.

A feature of the invention in connection with 'the shock absorbingsystem is the provision of a long, rigid, longitudinally movable memberwhich extends throughout the length of the car and is adapted to beshifted in relation to the main car structure to yieldingly transmitdraft and bu forces to and from the frame. The lon gitudinal member isprovided at its opposite ends with suitable coupling devices which mayserve to directly join together any number of cars desired to make up acomplete train. This arrangement is such that the draft connections maybe continuous and unyielding except for knuckle slack from beginning toend of the train and the absorption of the shocks and strains incidentto yoperation may be effected entirely between these Aconnections andeach individual car.

An important advantage of the construction is its adaptability to theuse of shock absorbing devices having a long range of movement. In depvices of this sort employed heretofore, where the springs and othershock-absorbing elements have been mounted separately at the two ends ofa car, it has been practically necessary to limit the relative movementof the parts to less than 3 inches. By the use of the features of thepresent invention, it is possible to employ yieldable shockabsorbingelements having a relative movement, with respect to the fixed carstructure, of 8 inches or even more. This results in a much smoother.action of the resilient means Aand consequently re- @duces the shocksand strains to which the car structure and its lading are subjected.

Another advantage which may be derived from the employment of thefeatures of the present :invention is a reduction in the amount of slackgproduced throughout the length of a complete train. One seriousobjection to the devices now commonly employed for coupling cars is thatwhen a large number are coupled together into a long train, the relativemovement between the coupling devices and their cars are additive frombeginning to end so that a considerable relative movement takes placebetween the engine' and the rear cars of the train. This gives rise toobjectionable oscillatory movements of the cars Aduring variations indraft due to changes in the draw-bar pull of the locomotive or due togoing up or down slight inclinations, or for like rea-l sons. Thesediiiiculties are largely overcome by the provisions of the presentinvention. The relative movements between the car structures and thecouplers are not additive thoughout the train. Each car is movable only,say, 8 inches, or any other selected amount, with respect to acontinuous rigid draft connection so that thek rear car of a train hasno greater movement relative to the locomotive than any other car. This,of course, ignores the play that may exist between the coeoperatingparts of the various coupling devices but this is present in any form ofdraft gear and may be neglected in one case as well as in another. Trainoscillation is materially reduced, if not altogether eliminated, by thepresent improvements.

As a result of the direct connection between the coupling devices at thetwo ends of a single car through the longitudinally movable member whichcauses all of the coupling devices for the entire train to be moved inunison, it is necessary for the draft gear of each car to contend withonly the inertia of vits own car. The same applies to those portions ofthe frame structure which co-operate with the draft gear and these,therefore, need only be strong enough to contend with the forcesrequired to overcome the inertia of the single car itself or to lgeep itin motion under maximum draft conditions. Furthermore, since the shockabsorbing devices vat the two ends of the car are coupled together, theyact in unison to accept and absorb the shocks inif dent to suddenapplications of draft or buff forces. This is a distinct advantage,since the shock absorbing capacity of the draft gear is thereby doubled.

While it is possible to combine with the spring construction anysuitable form of frictional shock absorbing devices, these are not atall essential as the unusually long range of action of the springs makesit possible to readily employ such resilient means of large capacity.Furthermore, the distribution of the load between the springs at the twoends of the car reduces the capacity required of each to meet conditionsof maximum load. The use of springs alone to absorb the shocks removesall danger of the parts creeping solid, which is a common difiicultywith systems employing frictional devices. Of course before the springsare completely compressed, co-operating elements of the relativelymovable parts of the improved system are preferably brought into play totransmit the excessive forces incident to the sudden starting andstopping of a train or the coupling of cars, but this is only after thefull shock absorbing capacity of the system has been effectivelyutilized. There is no impairment of the shock absorbing functions as inthe case where frictional devices creep solid.

It has been an important object of the invention to adapt the deviceshaving the general characteristics pointed out above to be readilyapplied to either old car structures of the type now commonly in use orto new car structures by only slightly modifying the construction of thedraft gear. Toward this end the improved devices have been so developedas to make them interchangeable with only a few of the parts usuallyemployed between the center sills of car under-frames. All that isrequired to permit application of the new features to an old oarstructure is tc remove the usual striking castings, the bolster centerfillers, and center sill spacers, and to cause the train line cross overto pass under the center sill. The rigidity of the frame is notdisturbed since the center sill is left substantially intact and it iseven strengthened by the parts addedto it. The construction is such,furthermore, that the shock absorbing system may be put into place andremoved in substantially completely assembled condition and it is heldin place by merely a number of readily removable devices, such as draftkeys. It will be recognized that the utility of the features of thepresent invention has been Vgreatly enhanced by their adaptability toold car structures as well as new. The addition of the improved shockabsorbing system to the underframe of an old car may be so readilyeffected and requires removal of so little of the old structure that theexpense involved in the conversion is reduced to a minimum. Furthermorethe weight of the additional parts required in accordance with the cefpresent invention, as applied to either an old or a new car structure,is considerably less than that of any previously known constructionwhich might be added or employed to obtain an analogous result.

Numerous other objects and advantages of the invention including itsadaptability to the provision of radial coupling action in both buff anddraft and its adaptability to the reception of standard couplers withoutmodification will be made apparent from the detailed description of anillustrative embodiment, which will now be given in connection with theaccompanying drawings, in which: v

Figure 1 is a diagrammatic View in plan of the underframe structure of arailway car with the draft gear of the invention mounted thereunder.

Figures 2, 2A and 2B are sectional plan views which, combined, discloseone-half of the draft gear between the midpoint of the car and the leftend thereof, with the parts shown in their normal positions.

Figures 3, 3A and 3B are similar views with the parts shown in draftposition.

Figures 4, 4A and 4B are similar views with the parts shown in buffposition.

Figure 5 is a sectional view along the line 5-5 of Figure 1 illustratingthe co-operation of the draft gear with the frame bolster.

Figure 6 is a detail in section along the line 6-6 through the centersill of the car;

Figure 7 is a sectional elevation of a detail of the coupling devicesalong the line 7 7 of Fig. 2.

Figure 8 is a view similar to Figure 7, showing a modified construction,and

Figure 9 is a perspective view of a detail.

Referring now to Figure l', there is shown diagrammatically aconventional form of underframe employed in freight car constructionsand adapted to receive the present improvements.V

Such a frame will normally include a center sill designated generally bythe numeral 9 and a pair` of side sills 10 joined all at their ends bysuitable end sills il and connected together at intervals throughouttheir length by various cross elements. At suitable points, preferablynear the ends of the frame, bolsters 12 may be provided to cooperatewith the trucks on which the car body is mounted. For this purpose thebody bolsters may be provided withthe usual center plates 121 adapted tot into corresponding center plates on the truck bolsters. Additionalstrength may be given to the entire frame by the employment of aplurality of cross ties i3 and cross bearers 14. As shown in Figure 6,the center sill may advantageously be formed of a plurality oflongitudinal members which may comprise a pair of side or channelmembers l5 extending throughout the length of the car and secured to theend sills, as well as to the bolsters, cross ties, and cross bearers. Acover-plate 1'7 may be provided to join the tops of the side members ofthe center sill. All of the foregoing may constitute parts of anystandard form of car under-frame structure.

Now, as a feature of applicants invention, an elongated member such as along pipe 18, of suitable diameter and wall thickness to provide thenecessary strength, may extend throughout the length of the car freinend to end between the side members 16 of the center sill. The member 18constitutes the connecting means between the coupling devices at the twoends of the car and is the means of transmitting the draft andl buffforces not only to the car on which it is mounted but to the other carsof the train as well. The construction at the two ends of 'the car isidentical so that it will be necessary merely to describe in detail thearrangement at one end, as best illustrated in Figures 2 to 4Binclusive, and in the detail views.

In order to hold the elongated member or pipe properly centered betweenthe members 16 of the center sill, suitable spacers may be providedthroughout the length of the pipe. Spacers may, for example, be provided'within the holsters 12 and similar spacers 13) and le() may be providedwithin the cross ties and cross bearers 13 and le, respectively.Additional support may be provided, if necessary, by means of spacers 19of similar construction near the ends of the pipe. L

Coupling devices yof any suitable form may be connected to the ends ofthe elongated member; for example a standard D coupler mounted for`radial action in both buff and draft, such as il the standard type isused to replace it, the feature of radial actie-n is ordinarily lost. Bythe use of a device with which the desired radial action can be obtainedwith a standard coupler, however, I have provided for the substitutionof a broken coupler without losing the radial feature. This also effectsa considerable saving in weight and expense.

For this purpose an ele-V its ment 20 having a cylindrical portionadapted to iit into the end Vof the pipeand having an annular shoulderengaging directly against the end of the pipe may be provided. Thiselement may have a forked or yoked extension of suitable form toco-operate with a similar extension of a coupler pocket member 21. Theelement 20 and member 21 should be held together by means of a pin 22which will permit a certain amount of relative pivotal movement betweenthese parts. A coupler butt 23 may be inserted in the pocket of themember 21 and held in place by means of a key 24 which is adapted to belocked in place in any suitable way.

Each half of the member 18 is provided with a pair of elongated,longitudinal slots or openings 25 and 26 extending through both walls ofthe'pipe on diametrically opposite sides of the latter, preferably in ahorizontal plane passing through the center of the member. In each ofthese openings there is inserted a cheek-plate 27 adapted to provide awear-resisting and reinforcing portion around the edges of theVopenings. In line with the openings 25 and 26 there will also beprovided openings 28 and 29 in the side members 16 of the center sills.These openings are-likewise preferably provided with cheekplates 30 soas to present re-inforced and better wear-resisting surfaces to the keys31 and 32 co-operating therewith. These, as shown in the drawings,extend through the slots or openings 25 and 28 and 26 and 29,respectively, They are of suitable dimensions to provide adequatestrength for transmitting the draft or buff forces from the pipe 18 tothe car structure and for withstanding the forces due to the momentum ofthe car when vthe latter is suddenly arrested. The openings in thecheek-plates 27 and 30 are'of suitable width to permit the keys to slidefreely and they are of such length as to permit a movement of the keysin the slots equal to the desired range of action of the shock absorbingdevices, say 8 inches. A spring 33, normally under a certain amount ofcompression, is adapted to co-operate with the keys 31 and 32 to forcethe latter against the farther ends of the slots formed in thecheek-plates. YA bearing block 34, which may suitably take the formindicated in detail in Y Figure 9, may be provided between each end ofthe spring and the corresponding key. YBolts or rods 35, preferably twoin number, passing longitudinally through the spring 33 and having headsor nuts co-operating with the bearing blocks 34 will serve to retain thespring in a 5 condition of initial compression and will prevent itsexpansion beyond the normal length indicated in Figure 2A. This ispreferably such that a slight Vclearance will be provided between thebearing block 34 and the adjacent key when the latter i is in contactwith the far surface of the opening in the cheek-plates. Assembly of theparts will be facilitated in this way. If desired one of the keys 31 or32 might be beveled at one edge to permit it to be inserted with awedging action 't on the bearing block and in such case the normalclearance mentioned could be omitted. Openings 36 are provided in thebearing blocks for permitting a free sliding movement of the rods 35during a compression of the spring. Reference to Figure 6 will show thatthe rods,

including the entire heads and nuts, are arranged one above and theother below the plane of the keys so that there is no interferencebetween these parts during a relative movement. '7

The operation of the shock absorbing system can best be understood byreference to Figures 2 to 4B inclusive. In Figures 2 to 2B the parts areshown in their normal positions. Assuming, now, that the coupling deviceat the end of the pipe 18 indicated in these views is subjected to apull or draft reaction, the right end of the slots 26, or rather thecorresponding walls of the cheek-plates 27, will engage the righthandedge of the key 32 and will draw the latter forwardly or to the left, asshown in Figs. 3 to 3B. The key 31, however, at this time will be heldagainst movement by co-operation with the forward or left ends of theslots 28 in the side members of the center sill. This will bring about acompression of the spring 33 until a suiiicient force is stored up inthe latter to overcome the resistance to the movement of the center silland the car of which it'forms an integral part. At the same time thatthe end of the draft gear illustrated undergoes the reaction justexplained, the opposite end of the system which is connected with thesecond coupling device will undergo substantially the opposite orreverse reaction. The result which takes place at the opposite end issimilar to that illustrated in Figs. 4 to 4B which disclose the resultof a bufling action on the particular end shown. As indicated in thisview, the key 32, or the one nearest the center of the car, will be heldagainst movement by cooperation with the ends of the slots 29 in theside members of the center sill while the key 31, due to the inwardmovement of the pipe, will be engaged by the ends of the slots 25 toforce it toward the key 32 and thereby compress the spring 33.Therefore, the result of the action at the two ends of the system willbe that both of the springs 33 will be compressed until the combinedforce stored in them is suiicient to overcome the inertia of the car onwhich they are mounted or to effect the desired change in thefconditionof the car. If the amount of force required for this purpose is greaterthan that necessary to compress the two springs the maximum amountpermitted, i. e. 8 inches in the particular example given as anillustration, then the pair of keys 31 and 32 will become clampedbetween the opposed shoulders of the pipe and center sill so that asolid, direct transmission of force will take place. This condition,however, is not brought about until the shock of the buff or draft hasbeen absorbed to the full capacity of the springs at the two ends of thecar.

It will be clear that if the end illustrated in Figures 2 to 4B issubjected to a buing reaction, the parts at this end will assume thepositions indicated in Figs. 4 to 4B while the parts at the opposite endwill assume the positions indicated in Figs. 3 to 3B. Placing these twoviews end to end with Figs. 3 to 3B inverted will give a clearillustration of the combined action of the entire unit under buffconditions. While one end is in the pulling or draft position, theopposite end is always in a buffing position. It should be understoodthat in the case of a train in motion, the springs of each car willnormally be only partially compressed to an extent depending upon theload carried by the particular car, the speed of the train and similarfactors. Each shock absorbing system or draft gear as a whole is calledupon merely to contend with the draft main drawbar pull of a locomotiveis transmitted FEO from the front to the rear of the train by theinterconnected members 18 of the several cars.

One advantageous feature of the construction disclosed herein is itssimplicity and the ease with which it may be inserted and withdrawn fromthe car structure. It is not necessary to cut any rivets in order toenable the removal of the unit and likewise in reinserting it there isno need for any riveting operation. All that is required to permitremoval of the member 18 and all of the parts carried thereby is towithdraw the two pairs of keys 3l and 32 at the two ends of the memberand to disconnect the coupling devices at one of the ends. The entireunit may then be withdrawn from the car by merely pulling on the othercoupling device to draw the parts longitudinally. In order to permitsuchV withdrawal, the spacing elements 122, 130, le@ and 19 are cut awayat the sides to permit the free passage of the cheek-plates 27. Thecut-away portions or openings 123 are illustrated in connection with thespacers 122 in Figure 5. It will be understood that similar openings areprovided in the other spacers.

In Figure l a direct connection between 'the coupler butt and the mainlongitudinal member is disclosed. If desired, this may be modified, asshown in Figure 8, to provide for a slight yield in the connectionbetween these parts. For example, the end of the coupler butt 23 may beprovided with a slight clearance 37 from an alined shoulder in thepocket member 2l and a spring 38 may be provided to normally maintainthis clearance. During a coupling operation or a buff reaction thisspring will be compressed and the such devices may be incorporated, inconjunction with the springs, to assume a portion of the excessive loadsdue to the coupling and sudden starting and stopping of the train, and,if desired, these devices may also come into play even during normaldraft of the train.

It will be found that when a car provided with the equipment disclosedherein is loaded and the underframe tends to sag slightly, there will beproduced a certain amount of binding between the pipe 18 and its varioussupports and guides. The frictional resistance thus built up will havethe benecial effect of preventing or reducing to a minimum the shockswhich might otherwise be imparted to the car structure due to the recoilaction of the springs 33. Another advantage of the construction whichwill be apparent is that the long pipe elements 18` serve to reinforcethe center sills and thus strengthen the entire underframe structure.

It will be obvious that many changes may be made in the specificfeatures of the construction set forth. The disclosure embodied hereinis to be regarded merely as illustrative and is not intended to indicateany limitation in the scope of the invention.

What I claim is:

i. In mechanism of the class described a car frame having a center sill,a coupling device, an elongated member connected to said coupling deviceand extending longitudinally of said center sill, a spacer carried bysaid sill and surrounding said member, said center sill and memberhaving a plurality of groups of alined slots, slidable elements onopposite sides of said spacer each having limited movement in one ofsaid groups of slots, a portion of said elements serving to interlocksaid center sill and member after a limited relative movement, springseat members engaging said elements and having holes on either sidethereof, rods cooperating with said holes to tie said seat memberstogether, and a spring between said elements and engaging said seatmembers adapted to be compressed upon relative movement between saidcenter sill and member.

2. In mechanism of the class described a car frame having a center sill,a cylindrical, unitary elongated member housed Vwithin said center sillextending substantially from end to end of the car and movablelongitudinally relative thereto, a coupling element connectedto saidmember adjacent each end, spacing eiements carried by said center sillaround said member and adapted to guide the movements of said member,removable means extending through said center sill and member forlimiting relative movement between said center sill and member, a springadapted to be compressed by such movement, and means for confining saidspring to a length equal to the distance between apair of said removablemeans, Ysaid memberbeing completely separable from said center silluponrthe removal of said removable means.

JAMES A. SHAFER.

